Zephyrparts

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About Zephyrparts

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    www.lincolnmotorcarsupply.com
  1. [color:"green"] After 25 years, I would like to sell my business. Lincoln Motor Car Supply has established a good reputation for sensible prices, technical information and bringing new products to the market that were not available before.If you have some mechanical expertise and like dealing with LZ enthusiasts, this may be something you may be interested in. It is no secret of the four major vendors, all but one is 65 year old or older. Interest in these automobiles surprisingly has not diminished but is attracting a younger group of enthusiasts who are a generation or two removed from when these cars were in everyday use. It seems it would be a good opportunity for someone to fulfill this continuing and perhaps increasing need for LZ and Continental parts.I wish to sell my business either as inventory or complete with shop equipment, special tools and a very large contact base for parts. Our exhaust system sales have increased trememndously since we make the only completeley authentic exhaust system based on original Lincoln drawings. I would be available as a resource and technical consultant for someone who would choose to take over this business but feels their knowldege base needs developing. Lincoln Motor Car Supply enjoys a reputation for quality and fair dealings, and surprisingly, our business is world wide. If you are interested or know someone who would be interested, telephone George Trickett for details. 802-948-2121 zephyr@shoreham.net
  2. There is no such thing as a filter, for the original gas fuel bowl. There is fine mesh filter if you don't have one I have NOS ones. If your tank is that dirty any filter will clog esp. the finer mesh filters. -George Trickett zephyr@shoreham.net www.lincolnmotorcarsupply.com
  3. Greetings Everyone! I'm selling a 1940 Columbia 2 speed axle with controls will also fit 1938 -39, with some modification of controls. This unit gives you 28% over drive and six speeds forward. Makes your engine sound like it is "loafing" could also be used on 1941 by changing axle shafts and housings. EBay number is 4579597779 and the link is http://cgi.ebay.com/ebaymotors/ws/eBayIS...AMESE%3AIT&rd=1 If you have any questions please feel free to contact me via phone or email. Thank you, hope everyone's restoration is going smoothly. -George Trickett www.lincolnmotorcarsupply.com Zephyr@shoreham.net, 802-948-2121
  4. Greetings Everyone! I had to re-list the Zephyr due to a screw up with Ebay. Therefore, take a look at 4576646264 or click on the link http://cgi.ebay.com/ebaymotors/ws/eBayIS...AMESE%3AIT&rd=1 I added more information and a few more pictures. If anyone has any questions please feel free to contact me. Best, -George
  5. Greetings, We are selling our 1939 Lincoln Zephyr Convertible Sedan Model No. 74 and Body No. 245 on EBay. Please click on the link for details and pass on the information to those who might be interested. This car is a rarity; only eight exists out of 301 built. http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=4574929306 If you have further questions please contact us, thank you and happy bidding! Regards, -George Trickett 802-948-2121 www.lincolnmotorcarsupply.com PO Box 72 Orwell, VT 05760
  6. `Noisy lifter people--you have to understand that the Lincoln V-12 has both a high pressure and low pressure oil system. Normal oil pressure of a properly re-conditioned engine should be approximately 60 lbs at startup cold measured by Bordon tube guage attached to the oil line fitting. At a car speed of 3l5-40 MPH the pressure should be 40lbs non overdrive cars. Overdrive cars will show slightly less pressure. The lifters or hydraulic push rods as Lincoln called them are supplied by a low pressure system which maintains a minimum of 4 lbs in the lifter gallery and a maximum of 20 lbs, If full engine pressure were supplied the push rods would act like little hydraulic jacks and not do the job, If several lifters are noisy,it indicates inadequate oil pressure in the low pressure system, this is usually caused by a defective bypass or metering valve at the rear of the valve chamber in front of the fuel pump push rod, This valve is supposed to open at 12 lbs, but if the tiny spring is broken to the ball is stuck it wont do its job At the front of the block there is a ball check valve which opens at 20 lbs, the over flow is directed to the timing gears. Lifters should always be installed dry and there must be at least .030 " working clearance between the lifter body and the camshaft lobe. When the engine starts the push rods will take up the clearance for zero clearance. In experienced re builders sometimes forget to replace one or more of gallery plugs locate behind the cam shaft timing gear, making it impossible to maintain proper pressure, Noisy lifters at the front are a symptom of these faults The reason many of these engines have noisy lifters and low oil pressure is because not enough care is taken in the rebuilding process. be advised , despite what some folks say the V-12 is not a Ford V-8 with four more cylinders I have rebuilt about a 100 of these engines, they all had good oil pressure and quiet lifters with the stock oil pumps. To the gentleman asking about numbers on blocks go back a couple months to my remarks on the forum. It is not true that all engine years used the same casting.
  7. Hi- occasionally I read the forum and the struggle some of you folks go through to get answers.Sadly about fifty percent of the time the answers are wrong or misleading. I suppose thats just the way it has to be. Iwish I had the time to spend on the forum but I don't. I anwer about l500 ca,lls a year via telephone which takes alot of time. Here is some information about sublects raised in recent forum questions.As everybody seems to know, prduction cards were kept on all Lincoln production all hand written,using lots ofabreviations and agreat deal of information is included,.including serial no. body type and no.,color upholstery special options such as radio ,whitewall tires,columbia axle (usually abreviated as CAX) The shipping destination was normally noted It could be the factory Ford branch, e.g. SOMerville (MA), EDGewater (NJ),or sales, usually destined for advertising sometimes the person who special ordered the car would be given e.g. Mr. E.Ford. or Mr.F. Wright The reaswon no records exist gor 1936-39 is because of afire in l957 ar the ford Rotunda building where the archives were being kept. The late 39-48 records survived becauser the had b een been removed for research. There werwe also kept ledger books for each body style, listed byu body number and for that particular year. For example model 74, 1939 convertible sedan, would sart with bodt number 1 and end with 301, the production of that type for that year only for years the Ford Archives denied that the ledgers existed (they had quite an attitude problem then} I was able to get information on my cars, and the Ishibashi RHD l936 8passanger sedan shipped to Japan only by getting a Ford employee to go there and and mildly brow beat them. Even then they woulnd not let us photograph them. There was a trmendous amount of information, no only about individual cars but information about production changes for examplewhen oil filter lines were changed from copper to steel. Those of you whop are looking to find serial numvbers stamped on your engine are going to be dissapointed In my fifty years experince with these cars ,Ihave never seen it but a customer once sent me a picture of a '41 block with a number stamped just above the right water pump. The confusion arises probably because Ford used the term Motor number and serial number inter changeablyas each motor waS COMPLETED its number (starting with H1 in l935 and ending with H183,000 something in l948) was stamped on the frame in two places and also on a boss on the transmission (gear box to our english freinds) It was not stamped on the engine bell housing. However 1946-48 engine blocks can be identified by the number 56H cast in raised letters. The metal stamped tag attached to each finished engine during the twenty our running period was discarded when the engine was installed. Mike Williams, the part list will identify parts that were only used on Left hand drive cars. Any thing not marked LHD will fit either RHD or LHD.
  8. Mike, Additionally, the Lincoln was the only Ford product that could have a Columbia dual ratio installed at the factory. Ford and Mercury were strictly dealer installed accessories. All Lincoln's from 1937 to approximately February 1939 that were factory installed had a long (164 inch)cable, which came directly of the right rear axle shaft and connected directly to the speedometer head. Thus obviating the need for a speedometer change adapter. All "39" dealer installed axles had the speedometer adapter. You should be aware that the adapter which were attached directly to the speedometer head were mostly used for truck rear axles and were known as "underdrives" and not "over drives." Thus those adapters when used with an overdrive will have the opposite affect and give an incorrect speedometer reading. It is possible to disasseble them and reverse the gearing. That's another story for another time.
  9. Mike, The picture of the speedometer adapter or gear box is clearly a 1939 part used on all factory and dealer installed Columbia axles. It was only used in 1939 and mounted horizontally on the fire wall or as you may know it as the "bulkhead." There was approximatley 16 inch long cable with a special end, which fitted into the out put end of the adapter. That would be the end with the clamp. The original speedometer cable from the drive shaft was screwed into the input end. The arrangement in which you have the adapter attached directly to the back of the speedometer head, was only used on some early V8 Ford retro fits, but primarily on trucks with two speed axles. I would guess that your car probably had the original style adapter. Hope that helps. -George
  10. Greetings, We are now on the web at www.lincolnmotorcarsupply.com Please stop by and let us know what you think. If you have any questions please direct them to our email address at zephyr@shoreham.net Regards, -George Trickett 802-948-2121
  11. Hi, we carry 90 W mineral oil. It's only for transmissions. It can not be used in a rear axle. The price is $9.95/quart. It might go up slightly do to oil prices but we do have it in stock. -George Trickett
  12. Ihave been watching the discussion about the h series V-12 and how to date an engine. You will all be surprised to learn that there were at least 11 different blocks from l1936 to 48. I have had experience for fifty years and know these erngines in my sleep The 36 engine had 2-3/4 bore soolid valve push rods lifters in non ford parlance. The front motor mounts were attached to bolted on brackets to the engine The oil pan h3eld six qts oil. All the later engines held 5.. The 37 block was anew casting,with an improved oil pump,stronger connecting rods,different oil pan,steel bladed fan as opposed to aluminum blades. 1938 brought yet another block,which was set up for hydraulic push rods.Since there now had to be high and low pressure lubrication system there were new oil galleries incorporated. The oil cleaner, which was first offered in ln 1937 as standard equipment, had its return directly to the oil pan. In mid 38 the block was once again modified to allow the return to the left hydraulic lifter gallery. Thus,later 38 blocks and all thereafter have three ports at the bell housing,where as all earlier blocks have only two. One is normally plugged and was used at the factory for test running. 39 blocks were only modified sligshtly in the water passages. In 1940 a new block was introduced with a 2-7/8 bore. These were not over bored 1939 blocks. At the bottom of each block where the oil pan bolts on are plugged holes which were used to remove the casting sand. On all blocks through 40 there are three to a side, 3/4" diameter. In l941 a seventh was added adjacent the oil pump. The diameter was increase to 15/16". In 42 two new blocks were introduced , one for the standard transmission and one for the newly introduced Liquimatic Drive, which required al longer bell housing. Ihave seen only one of these. they are quite rare. Contrary to popular myth the 42 block was not an overbored 41 block. All standard blocks have a cylinder wall thickness of approximately 5/16" 42 was noexception. Early 46 blocks continued the 2-15/16" bore but with yet another new casting, the difference being the two center core plug holes were increased to 1-1/8". As someone noted on this site the larger core plug can be been clearly seen by the larger bulge compared to the front and rear bulges. In mid 46 the bore was returned to2-7/8" with only al loss of only 5 HP by modifying the cylinderhead. These heads have part # 6H-6049-50. These blocks can easily be identified by the letters 56H cast on the bellhousing. As for cylinder heads, from l936 to 40 all heads were aluminum, without exception . 41 were nearly all aluminum, but for the first time an optional iron head was offered, part # l6H-6049-50. These wwe .were painted aluminum and like the 40-41 heads had "Zephyr"cast in them usually at the rear,although some replacement aluminum heads have Zephyr under the part number at the front 42 heads have 26H 6049 (rt side) or 26H-6050 left. Continentals and Customs were polished aluminum (despite what the authenticity manual says. Zephyrs used cast iron, probably painted aluminum. All 1946-48 were Cast iron. painted Lincoln green. As for intake manifolds, there were at least ten different versiions, basicaly one for each year although 38 had two as did 41 and 42. 42 was continued into 46-48 except for the automatic choke version, All manifolds were aluminum set up for two barrel carburetor. All two carburetor versions are aftermarket. Manifolds for Continentals and Customs were also polished. I hope this clears up some confusion. I am not very computer literate, so this is abit of an effort.
  13. Victor - we have parts you need. bumperette needs to be re-plated. George Trickett
  14. Jim there are two different heaters used ib 1937 zephyr cars. The early type uses the center outlet ehaust manifold H-9428, the stove or heater box is under the right floor. It is shaped like a flattened oval and lies flat. The later design used an exhaust manifold like that on the left side,part number HB-9428 . This was continued through 1938. The stove was also oval, but was vertically mounted. Some of the duct work was the same for both, but not all of it. I have not been able determine when the change took place, but most installations used the first type. Call me at 802-948-2121 for more information.
  15. Gentlemen, The reason I replied was I had not realized the forum existed and that I noticed people were seeking information and in some cases the information that they were receiving was less then useful although well intended. I felt that people should not have to search far and wide if there is someone out there that can give them the correct information. It may appear "self promoting" but as in every field there are some fields that are very good and some that are average. I don't happened be "super" in all of my life's endeavors but on the subject of Lincoln's (30's and 40's) I have not only historical knowledge but a practical knowledge going back to 1953. I probably get 1500 calls a year at least half are no orders but request for assistance. I don't charge for that service and I frequently do not get business but I do it nonetheless b/c I enjoy helping people and feel strongly for the preservation of these vehicles. As far as monopolizing the forum you shouldn't worry b/c quite frankly I don't have the time although as interesting as it might be to get involved on the net as the phone and the rebuilding of engines keeps me busy. As for my prices I suppose no-one will ever agree one way or another but my prices among all the vendors are very competitive. Furthermore, I know what I'm talking about and many other vendors in fact all of them refer questions from their customers to me and usually after they've bought the parts from that supplier. I don't hang up the phone. As far as my prices for engines there is no-one stated price for an engine b/c of the many variables of years, conditions of internal parts and the customers wishes. Furthermore, all of my engines go out performing as close or better than the original factory engines. Here are a few names for reference regarding my capabilities in rebuilding engines per your request. The reason I gave the name of HIroshi Ishibashi was b/c his standards were extremely high and I was recruited among many other rebuilds and he was extremely pleased with the result. I did not mean for people to call him or write him necessarily b/c I would like to respect his privacy as would be the case with my other customers. Since I have no shortage of work I have not found in necessary to get testimonials. BTW the names that I am listing all come from the LZOC club directory. Hiroshi Ishibashi Email: isbs@mars.dtinet.or.jp Dale Monroe Collinsville, CT Rubel Shields Louisville, KY Happy Holidays! George Trickett